CN100470036C

CN100470036C - Air-fuel-ratio control apparatus for internal combustion engine

Info

Publication number: CN100470036C
Application number: CNB2006100641966A
Authority: CN
Inventors: 冈崎俊太郎; 加藤直人
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2005-12-14
Filing date: 2006-12-14
Publication date: 2009-03-18
Anticipated expiration: 2026-12-14
Also published as: DE102006000524B4; US7278394B2; CN101004153A; JP2007162565A; US20070131208A1; DE102006000524A1

Abstract

The air-fuel-ratio control apparatus for an internal combustion engine obtains an upstream-side feedback correction value DFi for feedback-controlling an air-fuel ratio on the basis of a value (Fcrlow(k-N)) that is obtained by performing a low-pass filter process with a time constant tau to a value corresponding to an upstream-side target air-fuel ratio abyfr at the time point a dead time, which corresponds to the period from a time when the instruction for injecting fuel to the time when exhaust gas generated based up on a combustion of the fuel reaches an upstream air-fuel-ratio sensor 66, before the present point in time, and a value (Fc(k-N)) corresponding to an output value Vabyfs from the upstream air-fuel-ratio sensor 66 at the present time. The time constant tau of the low-pass filter process is set to a value equal to the time constant of the response delay of the upstream air-fuel-ratio sensor 66.

Description

The air-fuel-ratio control apparatus that is used for internal-combustion engine

Technical field

The present invention relates to a kind of air-fuel-ratio control apparatus that is used for internal-combustion engine, this equipment is applied in a kind of like this internal-combustion engine, this internal-combustion engine has the upstream air-fuel ratio sensor that is arranged in the exhaust passageway and is positioned at the catalyst elements upstream that is arranged on exhaust passageway equally, and this equipment carries out feedback control based on the output of upstream air-fuel ratio sensor to the air fuel ratio (hereinafter referred to as " air fuel ratio ") of the gaseous mixture (mixed gas) that supplies to internal-combustion engine.

Background technique

For example, publication number is such air-fuel-ratio control apparatus that the Japanese Unexamined Patent Application of 2004-183585 discloses a kind of routine.At the disclosed air-fuel-ratio control apparatus that is used for internal-combustion engine (hereinafter being sometimes referred to as " motor "), target air-fuel ratio is determined based on the running state of motor.Based on calculate the upstream side feedback correction value corresponding to the air fuel ratio (detected air fuel ratio) of the output value of upstream air-fuel ratio sensor and the corresponding value of deviation of target air-fuel ratio (deviation of the value (fuel feed in the target cylinder) that air inflow obtains divided by target air-fuel ratio in the value that air inflow obtains divided by detected air fuel ratio in the cylinder (fuel feed in the detected cylinder) and the cylinder particularly).Fuel injection amount calculates with basic fuel injection amount---this basic fuel injection amount is the fuel quantity that is used to obtain target air-fuel ratio---based on the upstream side feedback correction value, and the instruction with described fuel injection amount burner oil is delivered to sparger, thus air fuel ratio is carried out feedback control.

Simultaneously, when target air-fuel ratio changed, fuel injection amount (correspondingly, air fuel ratio) was owing to the change of basic fuel injection amount also changes.Usually, the exhaust that burning produced from the instruction of sending burner oil to fuel arrives the upstream air-fuel ratio sensor needs preset time (hereinafter referred to as " dead time (lag time, retard time, dead time) ").Therefore, air fuel ratio will be followed dead time to postpone and change along with the variation of detected air fuel ratio.Like this, when target air-fuel ratio changed, detected air fuel ratio (correspondingly, fuel feed in the detected cylinder) was followed dead time to postpone and is changed.

On the other hand, when target air-fuel ratio changed, fuel feed changed immediately in the target cylinder.Thereby the timing that fuel feed changes in the timing that fuel feed changes in the target cylinder and the detected cylinder is inconsistent.Therefore, when the deviation of fuel feed (currency) in fuel feed in the detected cylinder and the target cylinder itself is used as aforementioned deviation, this deviation (correspondingly, the upstream side feedback correction value) can temporarily rise, and may occur the situation of air fuel ratio generation than great fluctuation process thus.This promptly converges on target air-fuel ratio for air fuel ratio is disadvantageous.

Given this, in disclosed equipment, calculating aforementioned deviation (correspondingly, the upstream side feedback correction value) time, in order to make the timing that fuel feed changes in the target cylinder consistent with the timing of fuel feed variation in the detected cylinder, use is fuel feed in the target cylinder at the time point place of carrying dead time the last period than current point in time, but not fuel feed itself in the target cylinder.

Yet, in aforementioned patent applications in the disclosed air-fuel-ratio control apparatus also with following problem.Consider now target air-fuel ratio situation jumpy (for example, target air-fuel ratio situation about changing) in the step mode.In this case, at the time point place of the one section dead time that lags behind than target air-fuel ratio time point jumpy, fuel feed is with rapid change in the target cylinder.On the other hand, because the upstream air-fuel ratio sensor has operating lag, at the time point place of the one section dead time that lags behind than target air-fuel ratio time point jumpy, fuel feed follows this operating lag that slighter variation takes place in the detected cylinder.

Particularly, though the timing that fuel feed changes in the target cylinder is consistent each other with the timing of detected cylinder fueling quantitative changeization, each delay degree that changes is widely different each other after the timing that changes.Therefore, the upstream side feedback correction value still may temporarily increase, thereby causes occurring the problem that air fuel ratio is difficult to promptly converge on target air-fuel ratio.

Summary of the invention

Therefore, the object of the present invention is to provide a kind of air-fuel-ratio control apparatus, described air-fuel-ratio control apparatus is so that the air fuel ratio mode consistent with target air-fuel ratio, output value computing fuel emitted dose by based target air fuel ratio and upstream air-fuel ratio sensor comes air fuel ratio is carried out feedback control, even target air-fuel ratio rapid change wherein, air fuel ratio also can promptly converge on target air-fuel ratio.

Air-fuel-ratio control apparatus according to the present invention is applied to have catalyst elements, upstream air-fuel ratio sensor and in response to the internal-combustion engine of fuel injection system (for example, sparger) of instruction burner oil.

The invention provides a kind of air-fuel-ratio control apparatus, this equipment comprises: the target air-fuel ratio of determining target air-fuel ratio is determined device; Obtain the basic fuel injection amount obtaining device of basic fuel injection amount; Obtain first of the value corresponding and postpone treatment device with the described target air-fuel ratio of having determined at the time point place of carrying dead time the last period than current point in time; Obtain the second delay treatment device by the value that the described value execution low-pass filtering treatment of being obtained by the described first delay treatment device is obtained; Upstream side feedback modifiers value calculation apparatus, described upstream side feedback modifiers value calculation apparatus calculates the upstream side feedback correction value based on the described value of being obtained by the described second delay treatment device and the output value of described upstream air-fuel ratio sensor; The fuel injection amount computing device of computing fuel emitted dose; And air-fuel ratio control device, described air-fuel ratio control device is by sending the instruction that is used for the described fuel injection amount burner oil that calculates to described fuel injection system, the air fuel ratio of the gaseous mixture that supplies to described internal-combustion engine is carried out feedback control.

Here, except under special circumstances, for example be right after having cancelled and stop after the fuel supply of firing chamber, target air-fuel ratio preferably is set to chemically correct fuel.The example of " value corresponding " with target air-fuel ratio comprise target air-fuel ratio itself, with the output value of the corresponding upstream air-fuel ratio sensor of target air-fuel ratio, and by with air inflow in the cylinder divided by value (fuel feed in the target cylinder) that target air-fuel ratio obtained.

Upstream side feedback modifiers value calculation apparatus preferable configuration is for based on postponing value that treatment device obtains and calculate the upstream side feedback correction value corresponding to the deviation between the value of the output value of upstream air-fuel ratio sensor by second.

Here, " by second postpone value that treatment device obtains and corresponding to the deviation between the value of the output value of upstream air-fuel ratio sensor " example comprise, but be not limited to: by the deviation between the output value of the output value of upstream air-fuel ratio sensor being carried out resulting value of low-pass filtering treatment and upstream air-fuel ratio sensor, wherein said output value is corresponding to the target air-fuel ratio of determining at the time point place of carrying dead time the last period than current point in time; By target air-fuel ratio being carried out the deviation between resulting value of low-pass filtering treatment and the detected air fuel ratio, wherein said target air-fuel ratio is the value of determining at the time point place of carrying dead time the last period than current point in time; And by fuel feed in the target cylinder at the time point place of carrying dead time the last period than current point in time being carried out the deviation between the fuel feed in value that low-pass filtering treatment obtains and the detected cylinder, in the wherein said target cylinder fuel feed for by with air inflow in the cylinder divided by the resulting value of determining at the time point place of carrying dead time the last period than current point in time of target air-fuel ratio, and in the described detected cylinder fuel feed for by with air inflow in the cylinder divided by the resulting value of detected air fuel ratio.

By previous constructions, postpone value (for example, fuel feed in the target cylinder) that treatment device obtains and be used to calculate the upstream side feedback correction value corresponding to the value (for example, fuel feed in the detected cylinder) of the output value of upstream air-fuel ratio sensor by second.By second postpone value that treatment device obtains promptly by to carry out the resulting value of low-pass filtering treatment in the corresponding value of the target air-fuel ratio at the time point place of carrying dead time the last period than current point in time.

Therefore, with the disclosed equipment class of above-mentioned application seemingly, it is consistent each other with the timing that value corresponding to the output value of upstream air-fuel ratio sensor changes to postpone timing that value that treatment device obtains changes by second.In addition, the operating lag degree that is caused by low-pass filtering treatment and the operating lag degree of upstream air-fuel ratio sensor are complementary, and can be matched each other after the timing that changes by the second change delay degree that postpones the value that treatment device obtains and change delay degree corresponding to the value of the output value of upstream air-fuel ratio sensor thus.Therefore, even target air-fuel ratio rapid change (for example, even target air-fuel ratio changes in the step mode), the temporary transient increase of upstream side feedback correction value also can be inhibited, and the result makes air fuel ratio can converge on target air-fuel ratio rapidly.

In air-fuel-ratio control apparatus according to the present invention, described first postpones the treatment device preferable configuration changes described dead time for the running state according to described internal-combustion engine.Usually, dead time changes according to the running state of motor.Therefore, according to above-mentioned structure, owing to can under the situation of not considering engine operating state, correctly obtain dead time, postpone timing that value that treatment device obtains changes by second and can accurately reach consistent each other with the timing that value corresponding to the output value of upstream air-fuel ratio sensor changes.

In addition, the described first delay treatment device preferable configuration is the running state of the air quantity in rotating speed that uses described internal-combustion engine and the firing chamber that sucks described internal-combustion engine (the interior air inflow of cylinder) as described internal-combustion engine.The example that greatly influences the factor of dead time in the running state of motor comprises air inflow in the rotating speed of motor and the cylinder.Therefore, can obtain dead time more accurately according to previous constructions.

Described first postpones the treatment device preferable configuration is, the use fuel jeting instruction number of times in advance more corresponding with described dead time than current point in time sends the time point of described fuel jeting instruction, carry the time point of dead time the last period as described than current point in time, and determine the fuel jeting instruction number of times that described and described dead time is corresponding based on the rotating speed and the described air inflow of described internal-combustion engine.

As mentioned above, it is very big that dead time is subjected to the influence of air inflow in engine speed and the cylinder.On the other hand, it is very big that the fuel jeting instruction number of times (fuel injecting times) that sends in dead time is subjected in the cylinder influence of air inflow, but be subjected to the influence of engine speed hardly.Therefore, even exist to detect error in the engine speed, previous constructions also can prevent by the increase that is included in error in the fuel jeting instruction number of times corresponding with dead time (correspondingly, be included in the dead time error) that detects that error causes.

During the time point of dead time, described first postpones treatment device can be configured to only determine the fuel jeting instruction number of times that described and described dead time is corresponding based on air inflow in the described cylinder before in advance the fuel jeting instruction number of times corresponding with the described dead time time point that sends described fuel jeting instruction is used as current point in time than current point in time.

This structure make to be created table (figure) etc. becomes possibility, described table (figure) can have as independent variable, the fuel jeting instruction number of times corresponding with dead time caused the single parameter of very big influence, and be used for definite number of times above-mentioned.Therefore, required workloads such as establishment table can be reduced, and the burden that is used for required CPU such as key can be alleviated.

In air-fuel-ratio control apparatus according to the present invention, the described second delay treatment device preferable configuration is the running state change parameter (for example, the time constant of low-pass filtering treatment) relevant with the responsiveness of described low-pass filtering treatment according to described internal-combustion engine.Usually, the operating lag degree of upstream air-fuel ratio sensor can change according to the running state of motor.Therefore, previous constructions can be under the situation of the running state of not considering motor, makes the operating lag degree that caused by low-pass filtering treatment and the operating lag degree of upstream air-fuel ratio sensor be complementary.Thereby, under the situation of not considering engine operating state, after separately variation regularly, can make to change being complementary of causing by second the change delay degree that postpones that the change delay degree of the value that treatment device obtains and variation by target air-fuel ratio cause corresponding to the value of the output value of upstream air-fuel ratio sensor by target air-fuel ratio.

In this case, described second postpone the treatment device preferable configuration for air inflow in the rotating speed that uses described internal-combustion engine and the described cylinder as the running state of described internal-combustion engine.The operating lag degree of the variation of the output value of upstream air-fuel ratio sensor is subjected to the very big influence of air inflow in the cylinder and is subjected to the influence of engine speed.Therefore, above-mentioned structure can accurately be identified for making that the operating lag degree that caused by low-pass filtering treatment is complementary with the operating lag degree of upstream air-fuel ratio sensor, with the relevant parameter of responsiveness of low-pass filtering treatment.

Described second postpones treatment device can be configured to only use the running state of the interior air inflow of described cylinder as described internal-combustion engine.This structure can be created table (figure) etc., described table (figure) have as independent variable, the operating lag degree of upstream air-fuel ratio sensor is had the single parameter of very big influence, and be used for determining the parameter relevant with the responsiveness of low-pass filtering treatment.Therefore, required workloads such as establishment table can be reduced, and the burden that is used for required CPU such as key can be alleviated.

But the described second delay treatment device also preferable configuration postpones to handle as described low-pass filtering treatment for using second order.By this structure, under the situation that target air-fuel ratio changes (correspondingly, under the situation that fuel injection amount changes), can accurately approach the change delay characteristic of the output value of upstream air-fuel ratio sensor by the second change delay characteristic that postpones the value that treatment device obtains.

But the described second delay treatment device also preferable configuration is handled as described low-pass filtering treatment for using first-order lag.By this structure, compare with the situation of using second order to postpone to handle, relevant with the responsiveness of low-pass filtering treatment and need the quantity minimizing of adaptive parameter.Therefore, the adaptive required workload of parameter can be reduced, and the burden of the CPU that determines that described parameter value is required can be alleviated.

Description of drawings

When considering in conjunction with the accompanying drawings,, will recognize and understand better various other purpose of the present invention, feature and many bonus easily with reference to the preferred embodiment of following detailed description, in the accompanying drawing:

Fig. 1 is applied to the schematic representation of internal-combustion engine wherein for air-fuel-ratio control apparatus according to an embodiment of the invention;

Fig. 2 illustrates the output voltage of the upstream air-fuel ratio sensor shown in Fig. 1 and the figure of the relation between the air fuel ratio;

Fig. 3 illustrates the output voltage of the downstream air-fuel ratio sensor shown in Fig. 1 and the figure of the relation between the air fuel ratio;

Fig. 4 is the functional block diagram when the air-fuel-ratio control apparatus shown in Fig. 1 is carried out air-fuel ratio feedback control;

Fig. 5 is the figure that the relation between the air inflow in dead time, rotating speed and the cylinder is shown;

Fig. 6 is the figure that the relation between the air inflow in the number of stroke corresponding with dead time, rotating speed and the cylinder is shown;

Fig. 7 is the figure that CPU quoted shown in Fig. 1, the figure shows to limit the table that concerns between the air inflow in number of stroke and the cylinder;

Fig. 8 is the functional block diagram when conventional equipment is carried out air-fuel ratio feedback control;

Fig. 9 is the time diagram that the example that when conventional equipment is carried out air-fuel ratio feedback control each variable etc. changes is shown;

Figure 10 be illustrate and Fig. 1 shown in operating lag time corresponding constant, rotating speed and the cylinder of upstream air-fuel ratio sensor in the figure of relation between the air inflow;

Figure 11 is the figure that CPU quoted shown in Fig. 1, the figure shows the table of the time constant and the relation between the interior air inflow of cylinder of qualification low-pass filter;

Figure 12 is the time diagram that the example that when the air-fuel-ratio control apparatus shown in Fig. 1 is carried out air-fuel ratio feedback control each variable etc. changes is shown;

Figure 13 illustrates the CPU shown in Fig. 1 to carry out with the computing fuel emitted dose and send the flow chart of the routine of jeting instruction;

Figure 14 illustrates the flow chart of the CPU execution shown in Fig. 1 with the routine of calculating upstream side feedback correction value;

Figure 15 illustrates the flow chart of the CPU execution shown in Fig. 1 with the routine of calculating downstream side feedback correction value;

Figure 16 illustrates the CPU shown in Fig. 1 to carry out flow chart with the routine of carrying out low-pass filtering treatment.

Embodiment

With reference to the accompanying drawings the embodiment who is used for the air-fuel-ratio control apparatus of internal-combustion engine according to the present invention is described.

Fig. 1 shows the schematic diagram of a system, and this system construction is that air-fuel-ratio control apparatus is applied in multi-cylinder (for example, the 4 cylinders) internal-combustion engine 10 of spark ignition according to an embodiment of the invention.This internal-combustion engine 10 comprises cylinder block part 20, and this cylinder block partly comprises cylinder block, cylinder block lower shell body, oil sump etc.; Be fixed on the cylinder head part 30 on the cylinder block part 20; Be used for petrol-air mixture is supplied to the gas handling system 40 of cylinder block part 20; And be used for the vent systems that is discharged to external engine 50 from cylinder block part 20.

Cylinder block part 20 comprises cylinder 21, piston 22, connecting rod 23 and bent axle 24.The to-and-fro motion in corresponding cylinder 21 of each piston 22.The to-and-fro motion of piston 22 passes to bent axle 24 via corresponding connecting rod 23, bent axle 24 rotations thus.The head of cylinder 21 and piston 22 and cylinder head part 30 have formed firing chamber 25 together.

Cylinder head part 30 comprises the suction port 31 that is communicated with firing chamber 25; The intake valve 32 that is used for opening and closing suction port 31; Comprise the variable air inlet timing unit 33 that is used to drive the admission cam shaft of intake valve 32 and is suitable for changing continuously the admission cam shaft phase angle; The actuator 33a of variable air inlet timing unit 33; The relief opening 34 that is communicated with firing chamber 25; The exhaust valve 35 that is used for opening and closing relief opening 34; Be used to drive the exhaust cam shaft 36 of exhaust valve 35; Spark plug 37; Igniter 38, this igniter comprise and are used to produce the spark coil that is applied to the high pressure on the spark plug 37; And be used to inject fuel into sparger (fuel injection system) 39 in the suction port 31.

Gas handling system 40 comprises: suction tude 41, and this suction tude comprises intake manifold, is communicated with suction port 31, and together forms inlet air pathway with suction port 31; Be arranged on the air-strainer 42 at place, suction tude 41 ends; Be arranged in the suction tude 41 and be suitable for changing the closure 43 of the transverse section opening area of inlet air pathway; And throttle actuator 43a, this actuator is made of direct current generator and as choke actuating unit.

Vent systems 50 comprises: the gas exhaust manifold 51 that is communicated with corresponding relief opening 34; Be connected to outlet pipe 52 on the gas exhaust manifold 51 (in fact, outlet pipe is connected to the part of converging at a plurality of gas exhaust manifolds 51 places of merging together of being communicated with respective vent ports 34); The upstream three-catalyst unit 53 that is arranged in (being inserted into) outlet pipe 52 (is also referred to as upstream catalytic converter or initial catalytic converter; Yet, hereinafter it is called " first catalyst elements 53 "); And be arranged on the downstream three-catalyst unit 54 that is positioned at first catalyst elements, 53 downstreams in (being inserted into) outlet pipe 52 and (, therefore also it be called below, floor catalytic converter because it is arranged on the vehicle floor below; Yet, hereinafter it is called " second catalyst elements 54 ").Relief opening 34, gas exhaust manifold 51 and outlet pipe 52 have formed exhaust passageway.

Simultaneously, this system also comprises: hot wire air flowmeter 61; Throttle position sensor 62; Cam-position sensor 63; Crankshaft position sensor 64; Cooling-water temperature sensor 65; Be arranged on the air-fuel ratio sensor 66 (hereinafter being called " upstream air-fuel ratio sensor 66 ") that is positioned at first catalyst elements, 53 upstreams (in the present embodiment, be positioned at gas exhaust manifold 51 places of merging together and converge part) in the exhaust passageway; Be arranged on the air-fuel ratio sensor 67 (hereinafter being called " downstream air-fuel ratio sensor 67 ") between first catalyst elements 53 and second catalyst elements 54 in the exhaust passageway; And accel sensor 68.

Hot wire air flowmeter 61 detects the mass flow rate that flows through the air inlet of suction tude 41 in the unit time, and the signal of this mass flow rate of output expression Ga.Throttle position sensor 62 detects the aperture of closure 43 and the signal of output expression throttle opening TA.When admission cam shaft turns over 90 ° (when bent axle 24 turns over 180 °), cam-position sensor 63 produces a signal (G2 signal) that presents the monopulse form.Crankshaft position sensor 64 output one signal, this signal present the form of burst pulse and present the form of broad pulse when moving 360 ° of bent axle 24 revolutions when moving 10 ° of bent axle 24 revolutions.This signal indication rotational speed N E.The signal of the temperature of the cooling water of cooling-water temperature sensor 65 detection internal-combustion engines 10 and this cooling water temperature of output expression THW.

Upstream air-fuel ratio sensor 66 is the current-limiting type oxygen concentration sensor.As shown in Figure 2, the upstream air-fuel ratio sensor 66 outputs electric current corresponding, and output voltage values Vabyfs with the air fuel ratio A/F that records, this magnitude of voltage is corresponding with electric current.When air fuel ratio equaled chemically correct fuel, magnitude of voltage Vabyfs became value Vstoich.As can be seen from Figure 2, upstream air-fuel ratio sensor 66 can accurately detect air fuel ratio A/F in wide range.

Downstream air-fuel ratio sensor 67 is electromotive force type (concentration cell type) oxygen concentration sensor.As shown in Figure 3, downstream air-fuel ratio sensor 67 outputs one output value Voxs, this value is near voltage jumpy theoretical air fuel ratio.More specifically, downstream air-fuel ratio sensor 67 is exported when the air fuel ratio that records is positioned at rare side with respect to chemically correct fuel and is approximately 0.1V, output is approximately 0.9V when the air fuel ratio that records is positioned at dense side with respect to chemically correct fuel, and output is approximately 0.5V when the air fuel ratio that records equals chemically correct fuel.The operation amount that accel sensor 68 detects by the accelerator pedal 81 of driver's operation, and the signal of the operation amount Accp of output expression accelerator pedal 81.

Electric control device 70 is a microcomputer, and comprises via bus interconnective with lower member: CPU 71; ROM 72, and the routine of being carried out by CPU 71 (program), table (reference table, figure), constant etc. are stored among this ROM in advance; RAM 73, and when needs, CPU 71 temporarily is stored in data among this RAM; Standby RAM 74, it stores data when electric power is in on-state, even and electric power still keep the data of being stored when being disconnected; And the interface 75 that comprises AD converter.Interface 75 is connected to sensor 61 to 68.Signal from sensor 61 to 68 is transported to CPU 71 through interface 75.Send actuator 33a, igniter 38, sparger 39 and the throttle actuator 43a of variable air inlet timing unit 33 to through interface 75 from the drive signal of CPU 71.

The air-fuel ratio feedback control general introduction:

Next the summary of the engine air-fuel ratio feedback control of being carried out by the air-fuel-ratio control apparatus of above-mentioned structure will be described.

The air-fuel-ratio control apparatus of present embodiment according to the output value Vabyfs of upstream air-fuel ratio sensor 66 (promptly, the air fuel ratio that records in the upstream of first catalyst elements 53) (with the output value Voxs of downstream air-fuel ratio sensor 67 in the present embodiment (promptly, the air fuel ratio that records in the downstream of first catalyst elements 53)), as follows air fuel ratio is carried out feedback control, that is the output value of the upstream air-fuel ratio sensor 66 that makes the output value Vabyfs of upstream air-fuel ratio sensor 66 become to equal corresponding, with upstream side target air-fuel ratio abyfr (k).

More specifically, shown in the functional block diagram of Fig. 4, air-fuel-ratio control apparatus (hereinafter can be called " this equipment ") comprises multiple device A1 to A15.With reference to Fig. 4 each device A1 to A15 is described.

The calculating of＜basic fuel injection amount 〉

At first, rotational speed N E that air inflow computing device A1 obtains according to the charge flow rate Ga that is recorded by Air flow meter 61, based on the output of crankshaft position sensor 64 in the cylinder and the table MapMc that are stored in the ROM 72 calculate air inflow Mc (k) in the cylinder, and this air inflow begins the cylinder institute amount of air drawn of aspirating stroke for this moment.It should be noted that air inflow is the value (be equally applicable to other physical quantity) relevant with current aspirating stroke in subscript (k) the expression cylinder.When each cylinder began aspirating stroke, in the mode that air inflow in the cylinder is associated with each aspirating stroke of each cylinder, air inflow Mc was stored among the RAM 73 in the cylinder.

Upstream side target air-fuel ratio setting device A2 is according to the running state of internal-combustion engine 10, and for example rotational speed N E and throttle opening TA determine upstream side target air-fuel ratio abyfr (k).Except special circumstances, for example be right after releasing stop to firing chamber 25 fuel supply (so-called fuel cut-off) afterwards, thereby and air fuel ratio from the chemically correct fuel alternate to dense side or rare side obtain outside the situation (hereinafter being called the situation of carrying out active air-fuel ratio control) of the maximum oxygen storage capacity of first and second catalyst elements 53 and 54 etc., upstream side target air-fuel ratio abyfr (k) is configured to chemically correct fuel after the warming-up of internal-combustion engine 10 is finished.The control of this active air-fuel ratio for example has been disclosed among the Japanese Unexamined Patent Application No.5-133264, has therefore omitted its detailed description here.When each cylinder began aspirating stroke, so that the mode that air inflow is associated with each aspirating stroke of each cylinder in the cylinder, upstream side target air-fuel ratio abyfr was stored among the RAM 73.Upstream side target air-fuel ratio setting device A2 determines device corresponding to target air-fuel ratio.

Basic fuel injection amount computing device A3 will be by calculating the interior fuel feed Fcr (k) of target cylinder (promptly divided by the upstream side target air-fuel ratio abyfr (k) that is set by upstream side target air-fuel ratio setting device A2 by air inflow Mc (k) in the cylinder of air inflow computing device A1 acquisition in the cylinder, basic fuel injection amount Fbase), fuel feed is for to make air fuel ratio equal the fuel injection amount of this required aspirating stroke of upstream side target air-fuel ratio abyfr (k) in this cylinder.When each cylinder began aspirating stroke, so that the mode that air inflow is associated with each aspirating stroke of each cylinder in the cylinder, fuel feed Fcr was stored among the RAM 73 in the target cylinder.Basic fuel injection amount computing device A3 is corresponding to basic fuel injection amount obtaining device.

In the above described manner, this equipment obtains fuel feed Fcr (k) in the target cylinder (that is basic fuel injection amount Fbase) by utilizing air inflow computing device A1 in the cylinder, upstream side target air-fuel ratio setting device A2 and basic fuel injection amount computing device A3.

The calculating of＜fuel injection amount 〉

Fuel injection amount computing device A4 goes up and computing fuel emitted dose Fi by upstream side feedback correction value DFi described below being added to the basic fuel injection amount Fbase that is obtained by basic fuel injection amount computing device A3 according to following equation (1).Fuel injection amount computing device A4 is corresponding to the fuel injection amount computing device.

Fi=Fbase+DFi equation (1)

By this way, this equipment makes sparger 39 inject fuel in the cylinder of the current aspirating stroke of beginning with fuel injection amount Fi, described fuel injection amount Fi obtains by based on upstream side feedback correction value DFi basic fuel injection amount Fbase being revised, and described correction is carried out by fuel injection amount computing device A4.The device that sends the fuel jeting instruction is corresponding to air-fuel ratio control device.

The calculating of＜downstream side feedback correction value 〉

At first, as the situation of above-mentioned upstream side target air-fuel ratio setting device A2, downstream side desired value setting device A5 is based on the running state of internal-combustion engine 10, and for example rotational speed N E and throttle opening TA determine downstream side desired value Voxsref.In the present embodiment, desired value Voxsref in downstream side is provided so that the air fuel ratio corresponding with downstream side desired value Voxsref always equals above-mentioned upstream side target air-fuel ratio abyfr (k).

Output bias computing device A6 is according to following equation (2), promptly, by (exactly from the current setting of downstream side desired value setting device A5, time point place at this Fi jeting instruction of beginning sets) downstream side desired value Voxsref in deduct downstream air-fuel ratio sensor 67 output value Voxs this moment, obtain output bias DVoxs.

DVoxs=Voxsref-Voxs equation (2)

PID controller A7 promptly, handles (PID processing) by output bias DVoxs is carried out proportion integration differentiation according to following equation (3), obtains downstream side feedback correction value Vafsfb.

Vafsfb=KpDVoxs+KiSDVoxs+KdDDVoxs equation (3)

In equation (3), Kp is default proportional gain (proportionality constant), and Ki is default storage gain (integration constant), and Kd is default DG Differential Gain (derivative constant).In addition, SDVoxs carries out the value that integration obtains by output bias DVoxs to the time, and DDVoxs carries out the value that differential obtains by output bias DVoxs to the time.

In the above described manner, this equipment is based on output value Voxs, so that the mode of the steady-state deviation vanishing of the output value Voxs of downstream air-fuel ratio sensor 67 and downstream side desired value Voxsref obtains downstream side feedback correction value Vafsfb.This downstream side feedback correction value Vafsfb is used to obtain following control air fuel ratio abyfs.

The calculating of＜upstream side feedback correction value 〉

Control uses the corresponding output value computing device of air fuel ratio A8 by obtaining the control corresponding output value (Vabyfs+Vafsfb) of air fuel ratio by the downstream side feedback correction value Vafsfb of PID controller A7 acquisition and the output value Vabyfs addition of upstream air-fuel ratio sensor 66.

Table conversion equipment A9 is based on the control that is calculated with the corresponding output value computing device of air fuel ratio A8 by the control corresponding output value (Vabyfs+Vafsfb) of air fuel ratio, and with reference to aforementioned table Mapabyfs shown in Figure 2, obtain the control air fuel ratio abyfs of current time, described table Mapabyfs defines the relation between the output value Vabyfs of air fuel ratio A/F and upstream air-fuel ratio sensor 66.Therefore, control is to be different from and air fuel ratio (presentation air fuel ratio) from the corresponding air fuel ratio of the output value Vabyfs of upstream air-fuel ratio sensor 66 (detected air fuel ratio) with air fuel ratio abyfs, and both differ the corresponding amount with downstream side feedback correction value Vafsfb.

As mentioned above, the interior air inflow Mc of cylinder that air inflow computing device A1 has obtained for each aspirating stroke in RAM 73 storage cylinders.The top n stroke that air inflow delay unit A10 reads in current point in time from RAM 73 in the cylinder has begun air inflow Mc in the cylinder of cylinder of aspirating stroke, and it is stored as air inflow Mc (k-N) in the cylinder.Suppose to be called as dead time L from sending the fuel jeting instruction to the time period that the exhaust of discharging along with the burning of the fuel in the firing chamber 25 arrives upstream air-fuel ratio sensor 66, then number of stroke N is corresponding with dead time L.Because the internal-combustion engine 10 in the present embodiment is 4 cylinder IC engines, so number of stroke equals to send the number of times of fuel jeting instruction.Thereby in the present embodiment, number of stroke N equals the fuel jeting instruction number of times corresponding with dead time L.

Dead time L is expressed as the time sum that the delay (transportation lag) of time that the delay (stroke delay) in combustion stroke spent and the conveying of exhaust in exhaust passageway is spent.The time that stroke delay spent shortens along with the increase of rotational speed N E, and the time that transportation lag spent is along with the increase of air inflow Mc (k) in the increase of rotational speed N E and the cylinder and shorten.Particularly, as shown in Figure 5, dead time L is along with the increase of air inflow Mc (k) in the increase of rotational speed N E and the cylinder and shorten.

On the other hand, as shown in Figure 6, number of stroke N reduces along with the increase of air inflow Mc (k) in the cylinder, but is subjected to the influence of rotational speed N E hardly.This is based on the following fact, and promptly the number of stroke in the time per unit is directly proportional with rotational speed N E.

Therefore, number of stroke N can obtain based on the table MapN shown in air inflow Mc (k) and Fig. 7 in the cylinder, and described table MapN defines the relation between interior air inflow Mc (k) of cylinder and the number of stroke N.Based on this, when air inflow Mc (k) in the cylinder increased, number of stroke N was confirmed as a smaller value.Use table as mentioned above, thus, can reduce and be used to create the required workload of this table, and can alleviate the burden that is used to retrieve the required CPU 71 of this table with single independent variable.

Divided by this control air fuel ratio abyfs that is obtained by table conversion equipment A9, control obtains control fuel feed Fc (k-N) in the cylinder at the time point place of current point in time top n stroke with fuel feed computing device A11 in the cylinder by the air inflow Mc (k-N) in the cylinder at the time point place of current point in time top n stroke that will be obtained by air inflow delay unit A10 in the cylinder.

Will be in the cylinder at the time point place of current point in time top n stroke air inflow Mc (k-N) divided by the control at current point in time place with air fuel ratio abyfs with obtain control at the time point place of current point in time top n stroke with cylinder in the reason of fuel feed Fc (k-N) be that the output value Vabyfs representative of current time upstream air-fuel ratio sensor 66 is based on the air fuel ratio of the exhaust that is produced in the gaseous mixture that the sucks burning corresponding with dead time L during the aspirating stroke at current point in time top n stroke place.

As mentioned above, the basic fuel injection amount computing device A3 of RAM 73 storages has been fuel feed Fcr in the target cylinder of each aspirating stroke acquisition.Fuel feed delay unit A12 reads in fuel feed Fcr (k-N) in the target cylinder of time point of current point in time top n stroke among the fuel feed Fcr in a plurality of target cylinders from RAM 73 in the target cylinder.This value is imported among the low-pass filter A15 (second postpones treatment device) of hereinafter explanation, and this low-pass filter A15 output is through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter.Fuel feed delay unit A12 postpones treatment device corresponding to first in the target cylinder.Therefore, in the target cylinder at the time point place of current point in time top n stroke fuel feed Fcr (k-N) corresponding to " postponing the value that treatment device obtains " by first.

Fuel feed deviation calculation device A13 is according to following equation (4) in the cylinder, promptly, by from the time point of current point in time top n stroke through the target cylinder behind the low-pass filter in fuel feed Fcrlow (k-N) deduct by control with cylinder in fuel feed computing device A11 obtain in the control at the time point place of current point in time top n stroke with fuel feed Fc (k-N) in the cylinder, obtain fuel feed deviation D Fc in the cylinder.Fuel feed deviation D Fc is excessive/not enough amount of representing the fuel that has supplied to cylinder at the time point place of current point in time top n stroke in the cylinder.

DFc=Fcrlow (k-N)-Fc (k-N) equation (4)

PI controller A14 is according to following equation (5), promptly, handle (PI processings) by fuel feed deviation D Fc in the cylinder that is calculated by fuel feed deviation calculation device A13 in the cylinder is carried out proportional integral, obtain the upstream side feedback correction value DFi that is used to compensate in the excessive/deficiency of the fuel feed at the time point place of current point in time top n stroke.

DFi=(GpDFc+GiSDFc) KFB equation (5)

In equation (5), Gp is default proportional gain (proportionality constant), and Gi is default storage gain (integration constant).SDFc is the value that fuel feed deviation D Fc obtains time integral in the cylinder.COEFFICIENT K FB is preferably according to air inflow Mc in rotational speed N E, the cylinder and other factors vary; Yet in the present embodiment, COEFFICIENT K FB is set to " 1 ".Upstream side feedback correction value DFi is used to obtain fuel injection amount Fi by above-mentioned fuel injection amount computing device A4.

As mentioned above, this equipment is based on the output value Vabyfs from upstream air-fuel ratio sensor 66, so that, air fuel ratio is carried out feedback control through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter and the consistent mode of fuel feed Fc (k-N) in the control usefulness cylinder at the time point place of current point in time top n stroke.In other words, air fuel ratio is fed, and makes in the control of current time consistent with the upstream side target air-fuel ratio abyfr (k-N) at the time point place of current point in time top n stroke with air fuel ratio abyfs.

Because control differs the corresponding amount with above-mentioned downstream side feedback correction value Vafsfb with air fuel ratio abyfs with upstream air-fuel ratio sensor 66 detected air fuel ratios, control also will change according to the output value Voxs of downstream air-fuel ratio sensor 67 and the output bias DVoxs of downstream side desired value Voxsref with air fuel ratio abyfs.Therefore, this equipment is so that also consistent with the downstream side desired value Voxsref mode of the output value Voxs of downstream air-fuel ratio sensor 67 is carried out feedback control to air fuel ratio.

Fuel feed deviation calculation device A13 and PI controller A14 in control air fuel ratio correspondence output value computing device A8, table conversion equipment A9, the interior air inflow delay unit A10 of cylinder, the control interior fuel feed computing device A11 of cylinder, the cylinder are corresponding to upstream side feedback modifiers value calculation apparatus.The summary of the engine air-fuel ratio feedback control that the air-fuel-ratio control apparatus of structure of more than serving as reasons is in the above described manner carried out.

＜guarantee rapid change with respect to target air-fuel ratio, air fuel ratio restrains rapidly to target air-fuel ratio 〉

To describe low-pass filter A15 below.This equipment has low-pass filter A15, even upstream side target air-fuel ratio abyfr (k) rapid change thus, this equipment also can make air fuel ratio converge on target air-fuel ratio rapidly.

For effect and effect are described, at first consider functional block equipment shown in Figure 8 (hereinafter being called " conventional equipment ").This conventional equipment is different from this equipment part and is that it does not comprise low-pass filter A15.Particularly, in conventional equipment, by deduct from the fuel feed Fcr (k-N) in the target cylinder of the time point of current point in time top n stroke that obtains by fuel feed delay unit A12 in the target cylinder by control with cylinder in fuel feed computing device A11 obtain in the control at the time point place of current point in time top n stroke with fuel feed Fc (k-N) in the cylinder, obtain the interior fuel feed deviation D Fc of cylinder.

Fig. 9 is the time diagram that an example of the variation of each variable etc. when being applied to conventional equipment in the internal-combustion engine 10 is shown.This example has been described in cylinder air inflow Mc (k) under the situation of constant, when suppose that upstream side target air-fuel ratio abyfr (k) controls mode with step and only changes one time by active air-fuel ratio, and the variation of each variable etc.For the purpose of simplifying the description, suppose that downstream side feedback correction value Vafsfb remains " 0 ".Particularly, suppose that detected air fuel ratio is consistent each other with air fuel ratio abyfs with control.

In this example, before the moment t1 that upstream side target air-fuel ratio abyfr (k) changes, shown in (A), upstream side target air-fuel ratio abyfr (k) (for example becomes abyfr1, chemically correct fuel), as shown in (B), basic fuel injection amount Fbase becomes the value Fbase1 corresponding with value abyfr1, as shown in (C), the output value Vabyfs of upstream air-fuel ratio sensor 66 becomes the value Vabyfs1 corresponding with value abyfr1, shown in (D), in the target cylinder at the time point place of current point in time top n stroke fuel feed Fcr (k-N) and control with cylinder in fuel feed Fc (k-N) become value Fcr1 (=Fbase1), shown in (E), upstream side feedback correction value DFi remains " 0 ".Particularly, the air fuel ratio of the exhaust value of remaining abyfr1 before moment t1.

When upstream side target air-fuel ratio abyfr (k) as (A) the t1 that is shown in when constantly dropping to value abyfr2 less than value abyfr1 in the step mode (thus, compare to dense lateral deviation with value abyfr1 and to move), basic fuel injection amount Fbase increases to value the Fbase2 (〉 Fbase1 corresponding with being worth abyfr2 in the step mode from value Fbase1 simultaneously shown in (B)).In addition, in the target cylinder fuel feed Fcr (k) also t1 constantly with the step mode from value Fcr1 increase to Fcr2 (=Fbase2), thus, shown in the solid line in (D), fuel feed Fcr (k-N) is at moment t2 in the target cylinder---this moment t2 is for passing through the time point behind the dead time L from the moment t1---value of remaining Fcr1 before, and sentence the step mode from the value Fcr1 value of increasing to Fcr2 at moment t2.

Because basic fuel injection amount Fbase rises in the step at moment t1 place, the air fuel ratio of the exhaust of new generation also changes to dense side from value abyfr1 in the mode that moment t1 sentences step.The air fuel ratio of exhaust changes the variation that did not show as the output value Vabyfs of upstream air-fuel ratio sensor 66 before moment t2 to the step of dense side.Therefore, shown in (C), the output value Vabyfs of upstream air-fuel ratio sensor 66 is the value of remaining Vabyfs1 before moment t2.

Thus, similar to fuel feed Fcr (k-N) in the target cylinder shown in the dotted line in (D), the control of determining based on the output value Vabyfs of upstream air-fuel ratio sensor 66 is with the also value of the remaining Fcr1 before moment t2 of fuel feed Fc (k-N) in the cylinder.Therefore, because fuel feed deviation D Fc remains " 0 " in the cylinder before moment t2, shown in (E), upstream side feedback correction value DFi also remains " 0 " before moment t2.By foregoing, during from moment t1 to moment t2, the air fuel ratio of the new exhaust that produces remains and is worth the value (referring to equation (1)) that abyfr2 equates.

Exhaust with air fuel ratio abyfr2 arrives upstream air-fuel ratio sensor 66 at moment t2.Upstream air fuel sensor 66 has operating lag.Therefore, shown in (C), the output value Vabyfs of upstream air-fuel ratio sensor 66 follows operating lag to reduce relatively lentamente from value Vabyfs1 behind moment t2.Therefore, shown in the dotted line in (D), control also increases from value Fcr1 behind moment t2 relatively lentamente with fuel feed Fc (k-N) in the cylinder.

On the other hand, in the target cylinder fuel feed Fcr (k-N) as mentioned above as the solid line among the figure (D) be shown in moment t2 in the step mode from the value Fcr1 value of increasing to Fcr2.Thereby, in the cylinder fuel feed deviation D Fc be right after behind moment t2, become big on the occasion of, thereby shown in (E), upstream side feedback correction value DFi also is right after behind moment t2 and sharply increases from " 0 ".Therefore, the air fuel ratio of the new exhaust that produces becomes behind moment t2 with the amount corresponding with upstream side feedback correction value DFi with respect to value abyfr2 to dense lateral deviation from very big air fuel ratio.

Therefore, as (C) with shown in the dotted line (D), the output value Vabyfs of upstream air-fuel ratio sensor 66 and control with fuel feed Fc (k-N) in the cylinder behind the moment t2 respectively with the corresponding value Vabyfs2 of value abyfr2 and value Fcr2 near generation than great fluctuation process, the value of converging on Vabyfs2 and value Fcr2 respectively at moment t3 place then, described moment t3 pass through time point after the long period from moment t2.

On the other hand, because the effect of the time integral value SDFc of fuel feed deviation D Fc in the cylinder, upstream side feedback correction value DFi has such characteristic, promptly, in cylinder fuel feed deviation D Fc remain on the occasion of during continue to increase, and fuel feed deviation D Fc continues to reduce (referring to equation (5)) during remaining negative value in cylinder.Therefore, as shown in (E), upstream side feedback correction value DFi is right after behind moment t2 and increases much from " 0 ", and greatly fluctuation takes place in " 0 " vicinity, converges on " 0 " at moment t3 then.

This means, in the long time period, that is, and from moment t2 to moment t3 during, air fuel ratio has produced bigger fluctuation, then, air fuel ratio converges on upstream side target air-fuel ratio abyfr (k) at moment t3.

The effect of＜low-pass filter A15 and effect 〉

As mentioned above, when upstream side target air-fuel ratio abyfr (k) changed in the step mode, air fuel ratio can not converge on upstream side target air-fuel ratio abyfr (k) rapidly in conventional equipment.This is to be caused by upstream side feedback correction value DFi bigger variation behind moment t2.Therefore, converge on upstream side target air-fuel ratio abyfr (k) rapidly in order to make air fuel ratio, preferred way is for reducing the variation of upstream side feedback correction value DFi behind moment t2 largely.

Upstream side feedback correction value DFi bigger variation behind moment t2 is based on control fuel feed Fc (k-N) in the cylinder, step with respect to fuel feed Fcr (k-N) in the target cylinder rises, and this control follows the operating lag of upstream air-fuel ratio sensor 66 to begin to increase with fuel feed Fc (k-N) in the cylinder.

Particularly, in order to reduce the variation of upstream side feedback correction value DFi behind moment t2, can use following value to replace fuel feed Fcr (k-N) itself in the target cylinder, be deducted the value of control in calculating as fuel feed deviation D Fc in the cylinder with fuel feed Fc (k-N) in the cylinder.Particularly, the value that employed value (hereinafter being called " through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter ") is obtained for the low-pass filtering treatment that fuel feed Fcr (k-N) execution in the target cylinder is had timeconstant, described timeconstant equals the operating lag time corresponding constant with upstream air-fuel ratio sensor 66.Therefore, consider the equipment (that is this equipment) that low-pass filter A15 is added on the conventional equipment and constitutes.

Low-pass filter A15 is that this equation is expressed the characteristic of wave filter with a Laplace operator s by the single order digital filter of following equation (6) expression.In equation (6), τ is time constant (parameter relevant with responsiveness).This low-pass filter A15 can stop frequency to be higher than the passing through of high fdrequency component of frequency (1/ τ) substantially.

1/ (1+ τ s) equation (6)

The operating lag degree of upstream air-fuel ratio sensor 66 is subjected to the very big influence of air inflow Mc (k) in the cylinder, and is subjected to the influence of rotational speed N E.Yet as shown in figure 10, although descend along with the rising of air inflow Mc (k) in the cylinder with the operating lag time corresponding constant of upstream air-fuel ratio sensor 66, in fact it is subjected to the influence of rotational speed N E hardly.

In this equipment, timeconstant can obtain by air inflow Mc (k) in the cylinder and with reference to table Map τ shown in Figure 11, and this table Map τ defines the relation between the air inflow Mc in timeconstant and the cylinder.Therefore, along with the increase of air inflow Mc (k) in the cylinder, timeconstant is confirmed as less value.Use above-mentioned table to reduce the required workload of establishment table with single independent variable, and the burden of the required CPU 71 of key.

Low-pass filter A15 receives fuel feed Fcr (k-N) in the target cylinder that is obtained by fuel feed delay unit A12 in the target cylinder, and will export fuel feed deviation calculation device A13 in the cylinder to through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter.Low-pass filter A15 postpones treatment device corresponding to second.Therefore, the interior fuel feed Fcrlow (k-N) of target cylinder behind the process low-pass filter is corresponding to " postponing the value that treatment device obtains by second ".

In this equipment, as mentioned above, from through deducting control the fuel feed Fcrlow (k-N) in the target cylinder behind the low pass filter, calculate fuel feed deviation D Fc in the cylinder with fuel feed deviation calculation device A13 in the cylinder thus with fuel feed Fc (k-N) in the cylinder.

Figure 12 is and Fig. 9 time corresponding figure, the example that each variable etc. changed when it showed this equipment and is applied to internal-combustion engine 10.Moment t1, t2 in Figure 12 and t3 are corresponding with moment t1, t2 and t3 among Fig. 9 respectively.Similar with situation shown in Figure 9, when upstream side target air-fuel ratio abyfr (k) is shown in constantly t1 in the step mode during from the value abyfr1 value of changing to abyfr2 as (A), through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter behind moment t2 to postpone to change to value Fcr2, shown in the solid line in (D) from value Fcr1 with the timeconstant corresponding response.

Therefore, be set to approach the operating lag degree of variation of the output value Vabyfs of upstream air-fuel ratio sensor 66 through the delay degree of the variation of fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter.Thereby upstream side feedback correction value DFi is shown in constantly as (E) and only rises slightly from " 0 " behind the t2.This ascending amount corresponding to the timeconstant of low-pass filtering treatment and and the operating lag time corresponding constant of upstream air-fuel ratio sensor 66 between error.

Therefore, shown in (E), the variation of upstream side feedback correction value DFi during from moment t2 to moment t3 becomes little a lot of than conventional equipment, and the time period from moment t2 to moment t3 becomes short a lot of than conventional equipment.In other words, make air fuel ratio converge on the required time of upstream side target air-fuel ratio abyfr (k) and become short a lot.Particularly, because the effect of low-pass filter A15, even upstream side target air-fuel ratio abyfr (k) changes in the step mode, this equipment can prevent that also air fuel ratio from bigger fluctuation taking place.Therefore, air fuel ratio can converge on target air-fuel ratio rapidly.

Practical operation:

Next, will the practical operation of air-fuel-ratio control apparatus be described.For ease of the explanation, " MapX (and a1, a2 ...) " representative have independent variable a1, a2 ... be used to obtain the table of X.When independent variable is the checkout value of sensor, use currency.

＜air-fuel ratio feedback control 〉

When the crank angle of each cylinder arrived the predetermined crank angle (for example, 90 ° of CA of BTDC) of air inlet budc, CPU 71 carried out repeatedly by shown in the flow chart among Figure 13 and be applicable to the routine that computing fuel emitted dose Fi and indication fuel spray.Therefore, when the crank angle of any cylinder arrives predetermined crank angle, CPU 71 begins to handle from step 1300, and proceed to step 1305, in step 1305, CPU 71 is based on showing MapMc (NE, Ga) estimation and definite interior air inflow Mc (k) of cylinder that is inhaled into the cylinder (hereinafter being referred to as " fuel injection cylinder " sometimes) that begins aspirating stroke this moment this moment.

Subsequently, CPU 71 proceeds to step 1310, to obtain the upstream side target air-fuel ratio abyfr (k) of this moment based on the running state of internal-combustion engines 10 such as rotational speed N E, throttle opening TA.Then, CPU 71 proceeds to step 1315, with by air inflow Mc (k) in the cylinder is determined basic fuel injection amount Fbase divided by upstream side target air-fuel ratio abyfr (k).

Then, CPU 71 proceeds to step 1320, so that fuel feed Fcr (k) in the target cylinder of this moment is set to aforesaid basic fuel injection amount Fbase.Fuel feed Fcr (k) is used to obtain in the aftermentioned routine through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter in this target cylinder.

Then, CPU 71 proceeds to step 1325, with according to equation (1) by will be hereinafter in the described routine (at the time point place that fuel last time sprays) up-to-date upstream side feedback correction value DFi of obtaining be added to and determine fuel injection amount Fi among the basic fuel injection amount Fbase.

Then, CPU 71 proceeds to step 1330, to send the instruction with fuel injection amount Fi burner oil, proceeds to step 1395 then with temporary transient this routine of end.By foregoing, basic fuel injection amount Fbase calculates based on the upstream side target air-fuel ratio abyfr (k) that changes according to running state, and to be sent to the fuel injection cylinder by the instruction of basic fuel injection amount Fbase being carried out the amount of fuel injected Fi burner oil that feedback modifiers obtains.

The calculating of＜upstream side feedback correction value 〉

The operation of calculating upstream side feedback correction value DFi will be described below.When the fuel injection beginning moment (fuel injection beginning time point) of fuel injection cylinder arrived, CPU 71 carried out repeatedly by the routine shown in the flow chart among Figure 14.Thus, when the fuel injection beginning of fuel injection cylinder had arrived constantly, CPU 71 began to handle from step 1400, and proceeds to step 1405, and in step 1405, CPU 71 judges whether the upstream side feedback condition is set up.Here, for example, air inflow (load) is when being no more than predefined value when rotating at every turn when the cooling water temperature THW of motor is not less than first preset temperature, upstream air-fuel ratio sensor 66 normal (comprising activity (activated) state) and motor, and the upstream side feedback condition is set up.

Under the hypothesis that the upstream side feedback condition is met at present, proceed explanation.CPU 71 makes the judgement of "Yes" at step 1405 place, and proceed to step 1410 with according to the table Mapabyfs (Vabyfs+Vafsfb) (referring to Fig. 2), by control is obtained the control air fuel ratio abyfs of current time with the conversion of the corresponding output value of air fuel ratio (Vabyfs+Vafsfb), wherein said output value is the output value Vabyfs of upstream air-fuel ratio sensor 66 of current time and the downstream side feedback correction value Vafsfb sum of being obtained by routine (at the time point of preceding primary fuel injection) hereinafter described.

Subsequently, CPU 71 proceeds to step 1415, with by air inflow Mc (k-N) in the cylinder is obtained in the control at the time point place of current point in time top n stroke with fuel feed Fc (k-N) in the cylinder with air fuel ratio abyfs divided by above-mentioned control, air inflow Mc (k-N) is for having begun the air quantity of the cylinder of aspirating stroke in the described cylinder at current point in time top n stroke (N aspirating stroke).The last look that obtains in following routine is used as number of stroke N.

Then, CPU 71 proceeds to step 1420, with according to equation (4), obtains fuel feed deviation D Fc in the cylinder by deducting control the fuel feed Fcrlow (k-N) in the target cylinder behind the process low-pass filter with fuel feed Fc (k-N) in the cylinder.The last look that obtains from the aftermentioned routine is used as through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter.Particularly, fuel feed deviation D Fc is excessive/not enough amount that the time point place that is illustrated in current point in time top n stroke has supplied to the fuel of cylinder in the cylinder.

Then, CPU 71 proceeds to step 1425, to obtain upstream side feedback correction value DFi according to the equation of describing corresponding with equation (5) in step 1425.After step 1430 in, CPU71 by will be in the cylinder that step 1420 obtains fuel feed deviation D Fc be added to the new integral value SDFc that obtains fuel feed deviation in the cylinder on the integral value SDFc of fuel feed deviation D Fc in the cylinder of current time, then, proceed to step 1495 with temporary transient this routine of end.

In this way, according to obtaining upstream side feedback correction value DFi with control with the difference of fuel feed Fc (k-N) in the cylinder through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter, and because upstream side feedback correction value DFi is reflected among the fuel injection amount Fi by the step 1325 among Figure 13, air-fuel ratio feedback control is carried out.

On the other hand, when when the judgement middle and upper reaches side feedback condition of step 1405 is false, CPU 71 makes the judgement of "No" at step 1405 place, and proceed to step 1435 and be set to " 0 " with upstream side feedback correction value DFi, proceed to step 1440 then, be set to " 0 " with the integral value SDFc of fuel feed deviation in the cylinder.Afterwards, CPU 71 proceeds to step 1495 with temporary transient this routine of end.When the upstream side feedback condition failed to be met, upstream side feedback correction value DFi was set to " 0 ", and can not carry out air fuel ratio as mentioned above and revise.

The calculating of＜downstream side feedback correction value 〉

The operation of calculating downstream side feedback correction value Vafsfb will be described below.When the fuel injection beginning moment (fuel injection beginning time point) of fuel injection cylinder arrived, CPU 71 carried out repeatedly by the routine shown in the flow chart among Figure 15.Thus, when the fuel injection beginning of fuel injection cylinder arrived constantly, CPU 71 began to handle from step 1500, and proceeded to step 1505, and in step 1505, CPU 71 judges whether the downstream side feedback condition is set up.Here, except the aforementioned upstream side feedback condition in step 1405, for example also need when the cooling water temperature THW of motor is not less than second preset temperature that is higher than first preset temperature, the downstream side feedback condition is just set up.

To under the current hypothesis that is satisfied of downstream side feedback condition, proceed explanation.CPU 71 makes the judgement of "Yes" in step 1505, and advances to step 1510, to obtain output bias DVoxs by deduct downstream air-fuel ratio sensor 67 from the desired value Voxsref of downstream side at the output value Voxs of current time according to equation (2).Then, CPU 71 advances to step 1515 to obtain the differential value DDVoxs of output bias DVoxs based on following equation (7).

DDVoxs=(DVoxs-DVoxs1)/Δ t equation (7)

In equation (7), DVoxs1 represents the preceding value of output bias DVoxs, and this value is provided with (renewal) in the aftermentioned step 1530 when carrying out this routine last time.In addition, the Δ t time point representing to carry out this routine from last time is carried out time period the time point of this routine to this.

Then, CPU 71 advances to step 1520, to obtain downstream side feedback correction value Vafsfb according to the equation of describing corresponding with equation (3) in step 1520.This downstream side feedback correction value Vafsfb is used to obtain the control air fuel ratio abyfs at step 1410 place when carrying out routine shown in Figure 14 next time.

Subsequently, CPU 71 advances to step 1525, with by being added to the new integral value SDVoxs that on the integral value SDVoxs of this time point output bias, obtains output bias at the output bias DVoxs that step 1510 is obtained, in next step 1530, the preceding value DVoxs1 of CPU 71 output bias DVoxs is set to the output bias DVoxs that obtains in step 1510, proceeds to step 1595 then with temporary transient this routine of end.

On the other hand, when when step 1505 determines that the downstream side feedback condition does not satisfy, CPU71 makes the judgement of "No" in step 1505, proceed to step 1535 then and be set to " 0 " with downstream side feedback correction value Vafsfb, in following step 1540, the integral value SDVoxs of output bias is set to " 0 ".After this, CPU71 proceeds to step 1595 with temporary transient this routine of end.

In this way, when the downstream side feedback condition fails to be met, downstream side feedback correction value Vafsfb is set to " 0 ", and control becomes with the output value Vabyfs of upstream air-fuel ratio sensor 66 with air fuel ratio correspondence output value and equates in the step 1410 in the routine of Figure 14 thus.Particularly, the air-fuel ratio feedback control according to the output value Voxs of downstream air-fuel ratio sensor 67 is not performed.

＜low-pass filtering treatment 〉

To the operation of the low-pass filtering treatment carried out by low-pass filter A15 (referring to Fig. 4) be described below, described low-pass filter A15 is a digital filter.Whenever through execution interval Δ t1 when (constant), CPU71 carries out the routine shown in the flow chart among Figure 16 repeatedly.Execution interval Δ t1 is set to be shorter than the above-mentioned time Δ t corresponding with supposing maximum (top) speed NE (particularly, the shortest Δ t).When the predetermined moment arrived, CPU 71 began to handle from step 1600, and proceeded to step 1605 to determine the timeconstant of low-pass filtering treatment based on table Map τ (Mc (k)) (referring to Figure 11).

Then, CPU 71 proceeds to step 1610 to determine number of stroke N (referring to Fig. 7) based on table MapN (Mc (k)).This number of stroke N is used for reading the air inflow Mc (k-N) in the cylinder at the time point place of current point in time top n stroke at above-mentioned routine step 1415 place of Figure 14, and is used for reading in fuel feed Fcr (k-N) in the target cylinder at the time point place of N stroke before current point in time at this routine aftermentioned step 1620 place.

Next, CPU 71 proceeds to step 1615 to obtain passivation (dulling process) constant n (〉=1) based on timeconstant and execution interval Δ t1.Described passivation constant n is used for the low-pass filtering treatment in next step 1620 execution.Because the product of passivation constant n and execution interval Δ t1 is proportional to timeconstant, therefore, along with the increase passivation constant n of timeconstant is configured to bigger value.

Subsequently, CPU 71 proceeds to step 1620, with based on the passivation constant n, through the preceding value Fcrlow1 of fuel feed Fcr (k-N) in the target cylinder behind the low-pass filter, in the target cylinder at the time point place of current point in time top n stroke fuel feed Fcr (k-N) and the equation described in step 1620, obtain through fuel feed Fcr (k-N) in the target cylinder behind the low-pass filter.During carried out this routine last time, be used as preceding value Fcrlow1 through the last look that upgrades at aftermentioned step 1625 place.

Next, CPU 71 proceeds to step 1625, will be fuel feed Fcrlow (k-N) in the target cylinder behind the process low-pass filter that step 1620 place obtains through the preceding value Fcrlow1 setting (renewal) of fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter, then, proceed to step 1695 with temporary transient this routine of end.

From the above mentioned, timeconstant and number of stroke N obtain upgrading during the execution interval Δ t1 of every this routine of process, and according to timeconstant fuel feed Fcr (k-N) in the target cylinder at the time point place of current point in time top n stroke are carried out low-pass filtering treatment with fuel feed Fcrlow (k-N) in obtaining through the target cylinder behind the low-pass filter.The last look through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter that obtains according to the method described above is used for step 1420 place in routine shown in Figure 14, obtain fuel feed deviation D Fc (correspondingly, upstream side feedback correction value DFi) in the cylinder thus.

As mentioned above, according to the air-fuel-ratio control apparatus that is used for internal-combustion engine in the embodiment of the invention, upstream side feedback correction value DFi based on through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter and the control at the time point place of current point in time top n stroke with cylinder in differing from and obtain between the fuel feed Fc (k-N), wherein said through fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter be with timeconstant pair with shifting to an earlier date N stroke than current point in time (correspondingly, fuel feed Fcr (k-N) carries out that low-pass filtering treatment obtains in the corresponding target cylinder of the upstream side target air-fuel ratio abyfr (k-N) at time point place dead time L in advance), and described control uses air fuel ratio abyfs corresponding with fuel feed Fc (k-N) in the cylinder with the control based on the output value Vabyfs of current time upstream air-fuel ratio sensor 66.Described upstream side feedback is reflected among the fuel injection amount Fi on the occasion of DFi, and air-fuel ratio feedback control is carried out thus.

Therefore, when upstream side target air-fuel ratio abyfr (k) changes, be used to calculate the consistent each other with control of upstream side feedback correction value DFi with the timing of the variation of fuel feed Fc (k-N) in the cylinder at the time point place of current point in time top n stroke through the timing of the variation of fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter.In addition, the timeconstant of low-pass filtering treatment be set to and the value that equates of the operating lag time corresponding constant of upstream air-fuel ratio sensor 66.Therefore, consistent each other with the change delay degree of fuel feed Fc (k-N) in the cylinder through the change delay degree of fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter with control after the timing that changes.As a result, even upstream side target air-fuel ratio abyfr (k) rapid change, the temporary transient increase of upstream side feedback correction value DFi also can be inhibited, thereby makes air fuel ratio can converge on target air-fuel ratio rapidly.

The invention is not restricted to the foregoing description, under the situation that does not depart from scope of the present invention, can adopt various modification.For example, in above-mentioned second embodiment, number of stroke N is based on the interior air inflow Mc (k) of cylinder and shows (referring to the step 1610 in Fig. 7 and the routine shown in Figure 16) that MapN obtains.Yet number of stroke N also can obtain based on the table of the relation between the air inflow Mc in air inflow Mc (k) in rotational speed N E, the cylinder and qualification number of stroke N, rotational speed N E and the cylinder.In this case, replace determining number of stroke N, determine number of stroke N based on MapN (NE, Mc (k)) based on the MapN (Mc (k)) at step 1610 place in the routine shown in Figure 16.

In the above-described embodiments, air inflow Mc (k-N) and in the target cylinder at the time point place of current point in time top n stroke during fuel feed Fcr (k-N) in obtaining cylinder, number of stroke N is as the fuel jeting instruction number of times corresponding with dead time L.Yet, also can use dead time L itself.In this case, replacement is determined number of stroke N based on the MapN (Mc (k)) at step 1610 place in the routine shown in Figure 16, can determine dead time L based on the table of the relation between the air inflow Mc in air inflow Mc (k) in rotational speed N E, the cylinder and qualification dead time L, rotational speed N E and the cylinder.In addition, step 1415 place of replacement in routine shown in Figure 14 uses air inflow Mc (k-N) and step 1620 place in routine shown in Figure 16 in the cylinder to use fuel feed Fcr (k-N) in the target cylinder at the time point place of current point in time top n stroke, uses the last look of fuel feed Fcr in the last look of air inflow Mc in the cylinder of determining at the time point place that shifts to an earlier date dead time L than current point in time and the target cylinder controlled with fuel feed Fc in the cylinder with through fuel feed Fcrlow in the cylinder behind the low-pass filter respectively.

Though the timeconstant of low-pass filtering treatment is based on the interior air inflow Mc (k) of cylinder and shows (referring to the step 1605 in Figure 11 and the routine shown in Figure 16) that Map τ obtains in the above-described embodiments, the timeconstant of low-pass filtering treatment also can obtain based on time constant T, the rotational speed N E of air inflow Mc (k) in rotational speed N E, the cylinder and qualification low-pass filtering treatment and the table of the relation between the interior air inflow Mc of cylinder.In this case, replace step 1605 place in routine shown in Figure 16 to determine the timeconstant of low-pass filtering treatment, determine the timeconstant of low-pass filtering treatment based on Map τ (NE, Mc (k)) based on Map τ (Mc (k)).

Though the timeconstant of low-pass filtering treatment is based on air inflow Mc (k) in the cylinder and shows that Map τ obtains in the above-described embodiments, but replace to use or, can use On/Off timing VT, the ignition timing CAig of intake valve 32 and at least one among the upstream side target air-fuel ratio abyfr (k) except only using the independent variable of air inflow Mc (k) in the cylinder as the table of the timeconstant that is used to obtain low-pass filtering treatment.

Though use firstorder filter as low-pass filter A15 (referring to the step 1620 in equation (6) and the routine shown in Figure 16) for the number that reduces the parameter relevant in the above-described embodiments, also can use second order filter as low-pass filter A15 with the low-pass filtering treatment responsiveness.By this structure, when upstream side target air-fuel ratio abyfr (k) changes, can make through the change delay characteristic of fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter accurately near the change delay characteristic of the output value Vabyfs of upstream air-fuel ratio sensor 66.This is based on following reason.Particularly, when fuel injection amount Fi changes owing to the variation of upstream side target air-fuel ratio abyfr (k), also change attached to the fuel deposition amount on the parts (surface of the wall surface of suction tude 41 and intake valve 32) that constitute inlet air pathway.When the fuel deposition amount changed, the variation of effective supply fuel quantity of 25 to the firing chamber was with respect to the variation of fuel injection amount Fi and be delayed.

In addition, in the above-described embodiments, upstream side feedback correction value DFi obtains based on fuel feed deviation D Fc in the cylinder, in the wherein said cylinder fuel feed deviation D Fc be by from through deduct among the fuel feed Fcrlow (k-N) in the target cylinder behind the low-pass filter control at the time point of current point in time top n stroke with cylinder in the value that obtains of fuel feed Fc (k-N).Yet, upstream side feedback correction value DFi also can obtain based on deducting the value that a value obtains by the control from this moment with air fuel ratio abyfs (k), and wherein the value that is deducted obtains by the upstream side target air-fuel ratio abyfr (k-N) at the time point place of current point in time top n stroke is carried out low-pass filtering treatment.

Claims

1. air-fuel-ratio control apparatus that is used for internal-combustion engine (10), described internal-combustion engine comprises:

Be arranged on the interior catalyst elements (53) of exhaust passageway of described internal-combustion engine;

Be arranged in the described exhaust passageway and be positioned at the upstream air-fuel ratio sensor (66) of described catalyst elements upstream; And

According to the fuel injection system (39) of instruction burner oil,

Described air-fuel-ratio control apparatus comprises:

Determine that the target air-fuel ratio of target air-fuel ratio determines device (A2), described target air-fuel ratio changes according to the running state of described internal-combustion engine;

Obtain the basic fuel injection amount obtaining device (A3) of basic fuel injection amount, described basic fuel injection amount is the fuel quantity that is used to obtain the described target air-fuel ratio of determining;

Obtain first of the value corresponding and postpone treatment device (A12) with the described target air-fuel ratio of having determined at the time point place of carrying dead time the last period than current point in time, described dead time be defined as from the fuel jeting instruction send the time be carved into the time period that arrives the moment of described upstream air-fuel ratio sensor based on the exhaust that burning produced of described fuel;

Upstream side feedback modifiers value calculation apparatus (A8, A9, A10, A11, A13, A14), described upstream side feedback modifiers value calculation apparatus calculates the upstream side feedback correction value, and described upstream side feedback correction value is the feedback correction value that is used for the air fuel ratio of the gaseous mixture that supplies to described internal-combustion engine is carried out feedback control;

Fuel injection amount computing device (A4), described fuel injection amount computing device (A4) is based on described basic fuel injection amount that obtains and the described upstream side feedback correction value computing fuel emitted dose that calculates;

Air-fuel ratio control device (1330), described air-fuel ratio control device (1330) is by sending the instruction that is used for the described fuel injection amount burner oil that calculates to described fuel injection system, air fuel ratio to the gaseous mixture that supplies to described internal-combustion engine is carried out feedback control, and described air-fuel-ratio control apparatus is characterised in that

Described air-fuel-ratio control apparatus also comprises

Second postpones treatment device (A15), and described second postpones treatment device (A15) obtains the value that obtains by to the described value execution low-pass filtering treatment of being obtained by the described first delay treatment device, and

Described upstream side feedback modifiers value calculation apparatus is configured to calculate described upstream side feedback correction value based on the described value of being obtained by the described second delay treatment device and the described output value of described upstream air-fuel ratio sensor.

2. the air-fuel-ratio control apparatus that is used for internal-combustion engine according to claim 1 is characterized in that

Described first postpones treatment device is configured to change described dead time according to the running state of described internal-combustion engine.

3. the air-fuel-ratio control apparatus that is used for internal-combustion engine according to claim 2 is characterized in that

Air quantity in the firing chamber that the described first delay treatment device is configured to use the rotating speed of described internal-combustion engine and suck described internal-combustion engine is as the running state of described internal-combustion engine.

4. the air-fuel-ratio control apparatus that is used for internal-combustion engine according to claim 2 is characterized in that

Described first postpones treatment device is configured to, use the time point that sends described fuel jeting instruction than the fuel injection sequence corresponding in advance with the corresponding fuel jeting instruction number of times of described dead time with current point in time, carry the time point of dead time the last period as described than current point in time, and

Rotating speed based on described internal-combustion engine is determined the fuel jeting instruction number of times that described and described dead time is corresponding with the air quantity in the firing chamber that sucks described internal-combustion engine.

5. the air-fuel-ratio control apparatus that is used for internal-combustion engine according to claim 2 is characterized in that

Only determine the fuel jeting instruction number of times that described and described dead time is corresponding based on the air quantity in the firing chamber that sucks described internal-combustion engine.

6. according to each described air-fuel-ratio control apparatus that is used for internal-combustion engine in the claim 1 to 5, it is characterized in that

Described second postpones treatment device is configured to change the parameter relevant with the responsiveness of described low-pass filtering treatment according to the running state of described internal-combustion engine.

7. the air-fuel-ratio control apparatus that is used for internal-combustion engine according to claim 6 is characterized in that

Air quantity in the firing chamber that the described second delay treatment device is configured to use the rotating speed of described internal-combustion engine and suck described internal-combustion engine is as the running state of described internal-combustion engine.

8. the air-fuel-ratio control apparatus that is used for internal-combustion engine according to claim 6 is characterized in that

Described second postpones treatment device is configured to only use air quantity in the firing chamber that sucks described internal-combustion engine as the running state of described internal-combustion engine.

9. the air-fuel-ratio control apparatus that is used for internal-combustion engine according to claim 1 is characterized in that

Described second postpones treatment device is configured to use second order to postpone to handle as described low-pass filtering treatment.

10. the air-fuel-ratio control apparatus that is used for internal-combustion engine according to claim 1 is characterized in that

Described second postpones treatment device is configured to use first-order lag to handle as described low-pass filtering treatment.